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The author Miles Mathis argues that the Hindenburg disaster on May 6 was a staged event, not a genuine accident, orchestrated to gain insurance money and eliminate zeppelin travel as a competitor to airlines. He draws parallels to his previous analyses of the Titanic and 911 events, identifying Lloyd’s of London as the insurer for all three disasters, which he suggests is a significant connection, not the individual George Lloyd.
Mathis contends that the Hindenburg was intentionally under-booked, had its expensive furnishings removed, and was essentially an empty shell before being destroyed. He points to inconsistencies in the film footage of the crash, such as its darkness, the absence of interior details, and the seemingly artificial addition of a mooring mast to suggest a collision. He also questions the timing of the landing and the editing of the film to create a misleading narrative.
The author suggests that Luftschiffbau, the company that owned the zeppelins, was bought out by Lufthansa AG, an airline company that would benefit from the demise of zeppelin travel. Furthering the conspiracy, Mathis highlights that Pathé, the studio that filmed the crash, was owned by Joseph Kennedy, father of JFK, and that Pathé was in financial distress at the time, making it a willing participant in a fraudulent event. Other newsreel companies like Movietone News (Fox), News of the Day (Hearst), and Paramount were also present, as were photographers from Life Magazine and The New York Daily News, and a reporter from WLS Chicago, Herbert Morrison. Mathis questions the abundance of media presence for a routine flight and notes that Morrison’s report, while live, was not aired until the next day, and his account conflicts with the film.
Mathis claims that the zeppelin shown in the latter part of the film is not the actual Hindenburg, but a US substitute, possibly the Shenandoah or Los Angeles, which were similar in appearance and stored at Lakehurst Air Field in New Jersey. He believes the US government was complicit in the staging, potentially receiving a cut of the insurance money. He also scrutinizes the alleged passenger and crew lists, finding them to be inflated with “ghosts” and filled with individuals who were Jewish, related to the owners, or connected to the insurance industry. Notable individuals mentioned include Werner G. Doehner, Ernst Lehmann, Max Pruss, John and Emma Pannes, George Grant, Margaret Graves Mather, George Hirschfeld, Colonel Fritz Erdmann, Major Hans-Hugo Witt, Lieutenant Claus Hinkelbein, Leonard and Gertrud Adelt, Severin Klein, Edward Douglas, Nelson Morris, and Burtis J. Dolan. Many of these individuals are linked to powerful families, businesses, or intelligence agencies, suggesting their presence was part of the staged event.
The author also touches upon the alleged Phoenician navy and its historical connections to various ruling families and institutions, implying a long-standing network behind such “fakes.” He criticizes Gordon Duff’s work for misdirecting the focus of research. The author also briefly discusses David Lloyd George and his family history, linking them to the Lloyd name and Lloyd’s of London. He concludes by suggesting that the vast interconnectedness of wealthy and influential families, many of whom were Jewish and involved in finance and advertising, points to a deliberate conspiracy.